Methods and systems for oil cooled rotor laminations

ABSTRACT

Various methods and systems are provided for a system for cooling an electric motor that includes a rotor shaft rotatably mounted inside a motor housing, a lamination stack integrally connected to the rotor shaft, an encoder-end balance plate integrally connected to a first end of the lamination stack and a first end of the rotor shaft, an output-end balance plate integrally connected to a second end of the lamination stack and a second end of the rotor shaft, an oil supply coupled to the output-end balance plate and the rotor shaft. A closed-looped coolant pathway is formed between the transmission, the rotor shaft, the encoder-end balance plate, the lamination stack, and the output-end balance plate.

CROSS REFERENCE TO RELATED APPLICATION

The present application is a divisional of U.S. Non-Provisional Pat.Application No. 16/870,656, entitled “METHODS AND SYSTEMS FOR OIL COOLEDROTOR LAMINATIONS”, and filed on May 8, 2020. The entire contents of theabove-listed application are hereby incorporated by reference for allpurposes.

FIELD

Embodiments of the subject matter disclosed herein relate to coolingelectric motors, more specifically to cooling laminations of the rotorof an electric motor.

BACKGROUND

In order to achieve the desired levels of performance and reliability inan electric vehicle, the vehicle demands the temperature of the electricmotor remain within its specified operating range regardless of ambientconditions or how hard the vehicle is being driven. Thus, the electricmotor of the vehicle necessarily demands a cooling process. Since an aircooling system is insufficient for a motor with a power output of 15 to20 kW or more, a water cooling system or oil cooling system is used. Theoil and/or water cooling systems may be employed so that degradation ofcoil coatings and irreversible demagnetization of a permanent magnet areprevented to thereby increase the output range of the motor. Thus,cooling type and/or cooling efficiency are important factors in theconfiguration of electric motors.

BRIEF DESCRIPTION

In one embodiment, a method comprises a system for cooling an electricmotor that includes a rotor shaft rotatably mounted inside a motorhousing, a lamination stack integrally connected to the rotor shaft, anencoder-end balance plate integrally connected to a first end of thelamination stack and a first end of the rotor shaft, an output-endbalance plate integrally connected to a second end of the laminationstack and a second end of the rotor shaft, a coolant supply (e.g., oil,water, glycol solution, etc.) coupled to the output-end balance plateand the rotor shaft. A closed-looped coolant pathway is formed betweenthe transmission, the rotor shaft, the encoder-end balance plate, thelamination stack, and the output-end balance plate. In some examples,cooling may also be used with a standalone motor, in which the systemmay connect with a coolant jacket of the motor (e.g., a closed-loopedcoolant pathway may be formed within the coolant jacket).

It should be understood that the brief description above is provided tointroduce in simplified form a selection of concepts that are furtherdescribed in the detailed description. It is not meant to identify keyor essential features of the claimed subject matter, the scope of whichis defined uniquely by the claims that follow the detailed description.Furthermore, the claimed subject matter is not limited toimplementations that solve any disadvantages noted above or in any partof this disclosure.

BRIEF DESCRIPTION OF THE DRAWINGS

The present disclosure will be better understood from reading thefollowing description of non-limiting embodiments, with reference to theattached drawings, wherein below:

FIG. 1 schematically shows a vehicle with a hybrid propulsion system;

FIG. 2A is a cross-sectional view of a non-limiting example of a coolingsystem of an electric motor in accordance with one or more embodimentsof the present disclosure;

FIG. 2B is a second cross-sectional view of a rotor shaft of theelectric motor of FIG. 2A;

FIG. 3A is a side perspective view of an encoder-end balance plate ofthe cooling system;

FIG. 3B is a cross-sectional view of the encoder-end balance plate ofFIG. 3A;

FIG. 4A is a side perspective view of an output-end balance plate of thecooling system;

FIG. 4B is a cross-sectional view of the output-end balance plate ofFIG. 4A; and

FIG. 5 is a method for cooling laminations of a rotor of an electricmotor according to the embodiments of the present disclosure.

DETAILED DESCRIPTION

Electric motors generate heat as a result of electrical, magnetic, andmechanical losses, with excessive heat production often leading to motorperformance issues (e.g., decreased torque production, control,efficiency) and enhanced component degradation. In electric motors usedin vehicles, losses tend to be high during motor starting or dynamicbraking events. Thus, thermal management for electric motors isimportant as the automotive industry continues to transition to moreelectrically dominant vehicle propulsion systems. In vehicles, thesizing of the motor depends directly on the how the motor is cooled. Assuch, with the push to reduce component size, lower costs, and reduceweight without sacrificing performance or reliability, the challengesassociated with thermal management for electric motors increase. Forexample, the motor’s ability to increase running time at higher powerlevels within electrical operating limits is directly related to theability to remove heat from certain components. As thermal managementimproves, there will be a direct tradeoff among motor performance,efficiency, cost, and the sizing of electric motors to operate withinthe thermal constraints.

The heat generated by the electric motor is distributed throughoutmultiple components within the electric motor. For example, heat may begenerated within the stator slot-windings, stator end-windings, statorlaminations, rotor laminations, and rotor magnets or conductors. Thedistribution of the generated heat within the components is dependent onthe motor type and the operating condition (torque/speed) of the motor.Thus, the selected cooling approach for the motor impacts the path ofheat flow through the motor as well as the temperature distributionamongst the motor components. One current cooling approach involvespassive air cooling in which heat generated by the motor may beconducted away from hotter components of the motor to a coupled heatsink (e.g., a mounting surface) and/or fins. Heat may then betransferred from the heat sink and/or fins to the air via convection.However, air cooling systems have been found to be insufficient if themotor has a power output of 15 to 20 kW or more. As such, the additionalweight of the fins tends to outweigh the cooling benefits the finsprovide. Further, the cooling capacity of air cooling systems may beaffected by environmental temperatures. For example, the effectivenessof air cooling systems may be dramatically decreased in hotter climates.

Another current approach involves phase change material based coolingsystems in which a phase change material absorbs heat energy from themotor by changing from a solid to a liquid or from a liquid to a gas.While changing phase, the material can absorb large amounts of heat withlittle change in temperature. Thus, phase change material coolingsystems can meet the cooling requirements of the motor, however thevolume change that occurs during a phase change restricts itsapplication. Further, the phase change material can only absorb heatgenerated, not transfer the heat away, thus the phase change materialmay not reduce overall temperature within the vehicle propulsion system(e.g., the phase change material may only smooth the temperaturedistribution).

Other current cooling approaches include cooling via a liquid coolant.Liquid coolants have a higher heat conductivity and heat capacity (e.g.,ability to store heat in the form of energy in its bonds) than air, andtherefore perform more effectively by comparison. Further, liquidcoolants offer the advantage of a compact structure as compared to phasechange materials. One current liquid cooling system involves squirtingor injecting an oil coolant into through-holes within the rotor shaft.Another system involves pumping the oil coolant into a first end of therotor shaft where the coolant may be spread via centrifugal force as therotor shaft rotates. However, these systems may lead to non-uniform orunbalanced cooling of the motor. While the cooling capacity of oilcoolant may be sufficient to cool the rotor shaft, the flow propertiesof the oil as well as the contact resistance between the oil and theinner surface of the rotor shaft may limit the effectiveness of theseforms of liquid cooling.

As such, there is a demand for an electric motor cooling system thatprovides uniform and effective temperature control without substantiallyincreasing vehicle weight and manufacturing costs. Thus, according tothe embodiments disclosed herein, methods and systems are provided for asystem that provides uniform cooling to an electric motor. Morespecifically, the system cools laminations of a rotor of the electricmotor using a dielectric fluid, such as oil, passed through a hollowrotor shaft as a coolant. Balance plates located on the ends of therotor shaft may contain and direct oil (e.g., coolant) from the rotorshaft to channels within the lamination channels in a continuous coolingloop. Oil may be supplied to and absorb heat within an axial center ofthe rotor shaft as the oil is directed toward a first balance plate. Thefirst balance plate may contain the oil as it exits the rotor shaft anddirect the oil to the channels within the laminations using centrifugalforce (e.g., from rotation of the rotor shaft). Heat may then betransferred to the oil as the oils passes over the surface area of thelaminations and towards a second balance plate. The second balance platemay then direct the oil to a transmission which pumps the oil back intothe rotor shaft thereby creating a continuous loop of uniform coolingwithin the electric motor. Additionally or alternatively, the system mayinclude a coolant pump to contribute to/maintain oil flow through theformed cooling circuit (e.g., the system may be self-pumping and/orinclude the coolant pump). By bringing the oil/coolant into directcontact with the laminations, the thermal pathway between the rotorlaminations and the cooling fluid is greatly reduced thereby aidingcooling performance.

FIG. 1 is an example of a hybrid propulsion system for a vehicle thatincludes an electric motor. FIGS. 2A and 2B illustrate cross-sectionalviews of a non-limiting example of a cooling system, according to thepresent disclosure, that may be used to cool the electric motor of thepropulsion system of FIG. 1 . FIGS. 3A-4B show different views ofbalance plates that may be employed in the cooling system of FIGS. 2Aand 2B. FIG. 5 is a method for cooling laminations of a rotor of anelectric motor according to the embodiments disclosed herein. A set ofreference axes 201 are provided for comparison between views shown,indicating a y-axis, a z-axis, and an x-axis. In some examples, they-axis may be parallel with a direction of gravity, with the x-axisdefining the horizontal plane.

FIG. 1 illustrates an example vehicle propulsion system 100. Vehiclepropulsion system 100 includes a fuel burning engine 102 and a motor110. As a non-limiting example, engine 102 comprises an internalcombustion engine and motor 110 comprises an electric motor. Motor 110may be configured to utilize or consume a different energy source thanengine 102. For example, engine 102 may consume a liquid fuel (e.g.,gasoline) to produce an engine output while motor 110 may consumeelectrical energy to produce a motor output. As such, a vehicle withpropulsion system 100 may be referred to as a hybrid electric vehicle(HEV).

The engine 102 and motor 110 may be coupled to a transmission 104. Thetransmission 104 may be a manual transmission, automatic transmission,or combinations thereof. Further, various additional components may beincluded, such as a torque converter, and/or other gears such as a finaldrive unit, etc. Transmission 104 is shown coupled to a drive wheel 106which is in contact with a road surface 108. Thus, the electric motor110 may be drivingly coupled to the engine 102 and the drive wheel 106via transmission 104. The depicted connections between the engine 102,motor 110, transmission 104, and drive wheel 106 indicate transmissionof mechanical energy from one component to another, whereas theconnections between the motor 110 and the energy storage device 114 mayindicate the transmission of electrical energy forms.

Vehicle propulsion system 100 may utilize a variety of differentoperational modes depending on operating conditions encountered by thevehicle propulsion system 100. Some of these modes may enable engine 102to be maintained in an off state (e.g., set to a deactivated state)where combustion of fuel at the engine is discontinued. For example,under select operating conditions, motor 110 may propel the vehicle viathe drive wheel 106 while engine 102 is deactivated. During otheroperating conditions, engine 102 may be set to a deactivated state (asdescribed above) while motor 110 may be operated to charge an energystorage device 114 (e.g., a battery, capacitor, flywheel, pressurevessel, so on). For example, motor 110 may receive wheel torque from thedrive wheel 106 where the motor 110 may convert the kinetic energy ofthe vehicle to electrical energy for storage at the energy storagedevice 114. This operation may be referred to as regenerative braking ofthe vehicle. Thus, motor 110 can provide a generator function in someembodiments. However, in other embodiments, a generator 120 may insteadreceive wheel torque from the drive wheel 106, where the generator 120may convert the kinetic energy of the vehicle to electrical energy forstorage at the energy storage device 114.

During still other operating conditions, engine 102 may be operated bycombusting fuel (e.g., gasoline, diesel, alcohol fuels, fuel blends)received from a fuel system. For example, engine 102 may be operated topropel the vehicle via the drive wheel 106 while motor 110 isdeactivated. During other operating conditions, both engine 102 andmotor 110 may each be operated to propel the vehicle via the drive wheel106. A configuration where both the engine 102 and the motor 110 mayselectively propel the vehicle may be referred to as a parallel typevehicle propulsion system. Note that in some embodiments, motor 110 maypropel the vehicle via a first set of drive wheels and engine 102 maypropel the vehicle via a second set of drive wheels.

In other embodiments, the vehicle propulsion system 100 may beconfigured as a series type vehicle propulsion system, whereby theengine 102 does not directly propel the drive wheel 106. Rather, engine102 may be operated to power the motor 110, which may in turn propel thevehicle via drive wheel 106. For example, during select operatingconditions, the engine 102 may drive the generator 120 which may, inturn, supply electrical energy to one or more of the motor 110 or energystorage device 114. As another example, the engine 102 may be operatedto drive motor 110 which may, in turn, provide a generator function toconvert the engine output to electrical energy, where the electricalenergy may be stored at the energy storage device 114 for later use bythe motor 110.

In some embodiments, the energy storage device 114 may be configured tostore electrical energy that may be supplied to other electrical loadsresiding on-board the vehicle (other than the motor), including cabinheating and air conditioning, engine starting, headlights, cabin audioand video systems, etc. As a non-limiting example, energy storage device114 may include one or more batteries and/or capacitors.

A control system 122 may communicate with one or more of the engine 102,motor 110, energy storage device 114, generator 160 and/or additionalcomponents of the vehicle propulsion system 100. For example, thecontrol system 122 may receive sensory feedback information from one ormore of the engine 102, motor 110, energy storage device 114, andgenerator 120. Further, control system 122 may send control signals toone or more of the engine 102, motor 110, energy storage device 114, andgenerator 160 responsive to this sensory feedback. Control system 122may receive an indication of an operator requested output of the vehiclepropulsion system from a vehicle operator (e.g., via a pedal positionsensor communicatively coupled to an acceleration and/or brake pedal).

Energy storage device 114 may periodically receive electrical energyfrom an external energy source 116 residing external to the vehicle(e.g., not part of the vehicle). As a non-limiting example, the vehiclepropulsion system 100 may be configured as a plug-in hybrid electricvehicle (PHEV), whereby electrical energy may be supplied to the energystorage device 114 from the external energy source 116 via an electricalenergy transmission cable. While the vehicle propulsion system 100 isoperated to propel the vehicle, the external energy source 116 may bedisconnected from the energy storage device 114. The control system 122may identify and/or control the amount of electrical energy stored atthe energy storage device, which may be referred to as the state ofcharge (SOC). In other embodiments, electrical energy may be receivedwirelessly at the energy storage device 114 from the external energysource 116. For example, energy storage device 114 may receiveelectrical energy from the external energy source 116 via one or more ofelectromagnetic induction, radio waves, and electromagnetic resonance.As such, it should be appreciated that any suitable approach may be usedfor recharging the energy storage device 114 from a power source thatdoes not comprise part of the vehicle. In this way, the motor 110 maypropel the vehicle by utilizing an energy source other than the fuelutilized by the engine 102.

Thus, it should be understood that the exemplary vehicle propulsionsystem 100 is capable of various modes of operation. In a full hybridimplementation, for example, the vehicle propulsion system 100 mayoperate using the motor 110 as the only torque source propelling thevehicle. This “electric only” mode of operation may be employed duringbraking, low speeds, while stopped at traffic lights, etc. Further, themotor 110 includes a cooling system 112 as heat may be generated as achief by-product when the motor 110 is in use. While a hybridimplementation of the cooling system 112 is shown, the cooling system112 for the motor 110 could also be provided in a fully electric vehicleor another suitable electric motor. In some examples, the cooling system112 may be an air cooling system, a phase change material based coolingsystem, or a liquid cooling system. In some examples, the cooling system112 may conduct heat generated by the motor 110 away from hottercomponents of the motor 110 (e.g., a rotor, rotor laminations) to acoupled heat sink (e.g., a mounting surface) and/or fins. In someexamples, the cooling system 112 may include a phase change material(e.g., salt hydrates, metals, alloys, polyalcohols, eutectics,paraffins). The phase change material may absorb heat energy from themotor 110 by changing state from solid to liquid. In some examples, aliquid coolant (e.g., water, an oil coolant) may be squirted onto orpassed through the hotter surfaces and/or components of the motor 110.For example, the motor 110 may include a rotor that is fixed to a hollowrotating rotor shaft and a stator or lamination stack. Liquid coolantmay be squirted into a through-hole or multiple through-holes within therotor shaft to induce cooling within the motor 110 via heat transferfrom the rotor shaft to the liquid coolant. In another example, a supplyline may pump cooling oil into a first end of the rotating rotor shaftand the cooling oil is moved through the rotor shaft by centrifugalforce thereby cooling the motor 110.

However, as previously described, air cooling systems are insufficientfor cooling the motor 110 if the motor has a power output of 15 to 20 kWor more. Further, the additional weight of the fins and/or heat sinkstends to outweigh the cooling benefits they provide, particularly in hotclimates. Similarly, the volume change that occurs during a phase changerestricts its application in vehicles. Thus, liquid cooling systems arecommonly employed in vehicles as they overcome the limitations of airand phase change material based cooling systems. However, current liquidcooling systems also have shortcomings. For instance, in the liquidcooling examples described above, cooling within the motor 110 may beunbalanced. For example, by supplying cooling oil only to the first endof the rotating rotor shaft, a second end of the rotating rotor shaftmay fall outside of a desired temperature range. Similarly, squirtingthe liquid coolant into through-hole(s) within the rotating rotor shaftmay also lead to non-uniform cooling of the electric motor 110 dependingon the location of the through-hole(s), contact resistance, and thecentrifugal force acting on the liquid coolant. For example, if thethrough-hole is inward toward a middle point of the rotating rotorshaft, at least a portion of the rotating rotor shaft may not be cooledvia direct contact with the liquid coolant. Unbalanced cooling of theelectric motor may lead to electrical overload, low resistance, and/orthe enhanced degradation of components of the electric motor 110 (e.g.,rotating rotor shaft, coil coatings). Thus, there is a demand foruniform cooling of a high power density electric motor as provided bythe cooling system presented herein.

FIG. 2A is a cross-sectional view 200 of a non-limiting example of arotor cooling system 202 for an electric motor (e.g., electric motor 110of FIG. 1 ). The cooling system 202 may include an oil supply (e.g., atransmission oil reservoir), an oil pump (e.g., a transmission oil pump244, as further described below), and a plurality of interconnectedpassages within the electric motor. The plurality of interconnectedpassages may form a closed-loop pathway between an output-end balanceplate (e.g., output-end balance plate 220, as further described below),a rotor (e.g., rotor 206, as further described below), and anencoder-end balance plate (e.g., encoder-end balance plate 224, asfurther described below).

The cooling system 202 may flow oil from the oil supply through theclosed-loop pathway, the closed-loop pathway including an interiorpassageway of a rotor shaft (e.g., rotor shaft 208, as further describedbelow), one or more passages and/or recesses of the encoder-end balanceplate, one or more weight-reduction channels of a rotor lamination stack(e.g., lamination stack 210, as further described below), and one ormore passages and/or recesses of the output-end balance plate. The oilmay be pumped from the oil supply into the interior passageway of therotor shaft. The oil may then flow from the rotor shaft to the one ormore passages and/or recesses of the encoder-end balance plate (viacentrifugal force and/or pumping), from the one or more passages and/orrecesses of the encoder-end balance plate to one or moreweight-reduction channels of the lamination stack, from the one or moreweight-reduction channels of the lamination stack to one or morepassages and/or recesses of the output-end balance plate, and from theone or more passages and/or recesses of the output-end balance back tothe oil supply23. As the oil passes through the closed-loop pathway,heat generated via electric motor use may be transferred to the oilthereby cooling the electric motor.

If the cooling system 202 is suitably sized, the system 202 may beself-pumping (e.g., if the outlet of the rotor cooling circuit isradially more outlet to the inlet, centrifugal forces may enforce an oilflow). In some examples, the system 202 may be driven and/or assisted byan external pump. In some examples, the cooling system 202 may include aliquid coolant supply instead of the oil supply, with liquid coolantpumped through the closed-loop pathway to induce cooling of the electricmotor (e.g., water glycol solution may be passed through the innersurface of axial holes lined with a dielectric liner).

The electric motor may generally include a stator 203, stator windings205, and a rotor 206, the rotor 206 comprising a hollow rotor shaft 208and a lamination stack 210, with the aforementioned components enclosedwithin a motor housing 212. The housing 212 may further encloseadditional components of the electric motor such as a plurality ofmagnets, an electromagnetic coil wound around protrusions of a stator,and/or a rotational sensor (not shown for brevity). The rotor shaft 208may have a columnar shape with a circular cross-section (e.g., along thez-axis, as further shown and described with respect to FIG. 3 ) and berotatably supported about its own axis by an output-end bearing 214 andencoder-end bearing 216 provided between both ends thereof and thehousing 212. The rotor shaft 208 may be comprised of a suitable material(e.g., aluminum, SAE 1045 in cold or hot rolled steel, C1045).

The lamination stack 210 may be a package of individual electromagneticplates separated by electrically insulating layers to suppress eddycurrent losses under magnetic loading. For example, the lamination stack210 may be comprised of a number of disk shaped steel plates laminatedin silicone. The plates comprising the lamination stack 210 may bestacked loosely together, welded together (e.g., plasma welded, laserwelded, TIG-resistance welded), or otherwise suitably bonded (e.g., viainterlocking, bonding varnish). The lamination stack 210 may be tubeshaped and surround a portion of the rotor shaft 208 so that two ends ofthe rotor shaft 208 (e.g., an output-end 230 and an encoder-end 232) arelocated outside of the lamination stack 210.

As shown in a cross-sectional view 203 of FIG. 2B taken across axis A1in FIG. 2A, the rotor shaft 208 may be inserted through a centralopening 260 that runs through the lamination stack 210 along the x-axis.Further, portions of the lamination stack 210 may be removed to reducethe overall weight of the rotor 206. Thus, the lamination stack 210 mayfurther include a plurality of axial channels 262 that run horizontally(e.g., parallel to the x-axis) through the lamination stack 210 andsurround the central opening 260. The plurality of axial channels 262may be comprised of a ring of six evenly spaced apart adjacent channels.For example, the plurality of axial channels 262 may include: a firstchannel 264 adjacent to and spaced away from a second channel 266; athird channel 268 adjacent to and spaced away the second channel 266 anda fourth channel 270; and so on around the outer perimeter of thecentral opening 260. The channels comprising the plurality of axialchannels 262 may be tube-shaped. As the plurality of axial channels 262function as weight-reduction holes, the dimensions, positioning, shape,and/or number of channels comprising the plurality of axial channels 262may vary. In some examples, the plurality of axial channels 262 may havemore or less than six channels.

The lamination stack 210 may have the same axial center as the outerperipheral portion of the rotor shaft 208. The lamination stack 210 maybe connected or suitably coupled to the rotor shaft 208 so that bothcomponents are integrally rotated within the motor in response to aninput of electrical energy to the motor. For example, the plurality ofmagnets may be arranged within the housing 212 around the outerperipheral portion of the lamination stack 210. Thus, as current flowingthrough the electromagnetic coil is appropriately changed (e.g., viaoutput from a coupled energy storage device such as energy storagedevice 114 of FIG. 1 ), the magnetic field generated in the protrusionsof the stator will change. In turn, the change in the magnetic field ofthe stator will cause rotation of the lamination stack 210 and rotorshaft 208 (e.g., via the plurality of magnets) which may be output as amechanical driving force for the vehicle.

As shown in FIG. 2A, an output-end balance plate 220 may be disposed ata first end 222 of the lamination stack 210 and an encoder-end balanceplate 224 may be disposed at a second end 226 (e.g., opposite the firstend 222) of the lamination stack 210. The encoder-end balance plate 224may be substantially disk shaped and include a central aperturesurrounded by a recessed region 248, as further shown and described withrespect to FIGS. 3A and 3B. Similarly, the output-end balance plate 220may include a central aperture surrounded by a recessed region 252. Theoutput-end balance plate 220 also includes a plurality of inner pathwaysthat connect to the recessed region 252 such as a first pathway asindicated by a series of dashed arrows 254, as further shown anddescribed with respect to FIGS. 4A and 4B. The balance plates 220, 224may be positioned around the rotor shaft 208 via the central aperturesas further described below. Further, the balance plates 220, 224 may befixedly attached to the ends 222, 226 of the lamination stack 210 so asto rotate integrally with the lamination stack 210 and the rotor shaft208. The balance plates 220, 224 may function as weights for adjustingthe dynamic balance of the rotor 206 when the rotor shaft 208 rotates.Specifically, a dynamic balance may be obtained by forming holes atappropriate positions on the outer peripheral surfaces of the balanceplates 220, 224 to prevent vibration when the rotor shaft 208 rotates(as further shown and described with respect to FIGS. 4A and 4B).

Further, the balance plates 220, 224 may secure the lamination stack 210within the rotor 206 via a clamping force applied by a locking nut 228.The locking nut 228 may be threaded onto the output-end 230 of the rotorshaft 208 and continually tightened until it comes into face-sharingcontact with a first end 234 of the output-end balance plate 220. As thelocking nut 228 is tightened, the lamination stack 210 may be clampedbetween the output-end balance plate 220 and the encoder-end balanceplate 224 within the rotor 206. A second end 236 (e.g., opposite thefirst end 234) of the output-end balance plate 220 may exert lateral(e.g., parallel to x-axis) force against the first end 222 of thelamination stack 210 via tightening of the locking nut 228. The lateralforce may result in the second end 226 of the lamination stack 210 beingpressed against a back face 238 of the encoder-end balance plate 224. Inturn, the pressing force of the lamination stack 210 against the backface 238 may cause a front face 240 (e.g., opposite the back face 238)of the encoder-end balance plate 224 to mate with a shoulder 242 of therotor shaft 208. Thus, the encoder-end balance plate 224 may be held ina fixed position via mating of the front face 240 and the shoulder 242so that lateral force applied by tightening of the locking nut 228results in the lamination stack 210 being clamped between the balanceplates 220, 224.

FIGS. 3A and 3B show a side perspective view 300 and a cross-sectionalview 302, respectively, of the encoder-end balance plate 224. Theencoder-end balance plate 224 may substantially disk shaped and includea central aperture 308 lined by a first groove 306 that houses an O-ring(not shown) or another suitable sealing device. The central aperture 308may be of a suitable size and dimensions (e.g., circular with a diameterjust larger than the outer diameter of the rotor shaft 208) so that therotor shaft 208 may inserted into the central aperture 308 and securedto the encoder-end balance plate 224 via face-sharing contact with thefirst groove 306 (e.g., the rotor shaft 208 may be press-fit into thecentral aperture 308 of the encoder-end balance plate 224), with theO-ring within the first groove providing a seal between the encoder-endbalance plate 224 and the rotor shaft 208. The central aperture 308 maybe located within the recessed region 248 of the encoder-end balanceplate 224 and surrounded by a plurality of supports 312. The pluralityof supports 312 may include a series of equally spaced apartsubstantially square supports that protrude from the back face 238 ofthe encoder-end balance plate 224 within the recessed region 248.

The plurality of supports 312 may include a first support 314 adjacentto and spaced apart from a second support 316, a third support 318adjacent to and spaced apart from the second support 316, and so onaround the outer diameter of the central aperture 308 (e.g., theplurality of supports 312 may surround the central aperture 308), withall of the supports being the same dimensions. The plurality of supports312 may not extend beyond or protrude from the recessed region 248 ofthe encoder-end balance plate 224 (e.g., the plurality of supports 312may not extend beyond the planar surface of the back face 238). Therecessed region 248 may be ring shaped and surrounded by a second groove310, with both the recessed region 248 and the second groove 310concentric to the central aperture 308. Thus, when the lamination stack210 is secured between the balance plates 220, 224 via tightening of thelocking nut 228 as described above, the plurality of supports 312 mayinteract with the plurality of evenly spaced apart channels of thelamination stack 210. In this way, the plurality of supports 312 mayensure that the clamping force applied via the locking nut 228 is evenlydistributed across the back face 238 of the encoder-end balance plate224 and the second end 226 of the lamination stack 210. Further, similarto the first groove 306, the second groove 310 may house an O-ring thatmay be used to form a seal between the encoder-end balance plate 224 andthe laminated stack 210 when the two components are securely connected.

As shown in FIG. 3B, the front face 240 of the encoder-end balance plate224 includes a first flat (e.g., parallel with the y-axis) portion 320that surrounds and includes the central aperture 308. The first flatportion 320 may mate with the shoulder 242 of the rotor shaft 208 aspreviously described. An angled edge 322 may connect the first flatportion 320 to a second flat portion 324 of the front face 240 of theencoder-end balance plate 224. In addition to holes formed within thebalance plates 220, 224, the material comprising the angled edge 322 andthe second flat portion 324 of the encoder-end balance plate 224 may beremoved as desired to adjust the dynamic balance of the rotor 206. Forexample, the angled edge 322 may be made straight (e.g., parallel to thex-axis) and/or the thickness (e.g., with respect to the x-axis) of thesecond flat portion 324 may be decreased via material removal. Materialmay also be removed from the outermost section of the second flatportion 324 by drilling or another suitable technique to dynamicallybalance the rotor 206.

FIGS. 4A and 4B show a side perspective view 400 and a cross-sectionalview 402, respectively, of the output-end balance plate 220. Theoutput-end balance plate 220 may be T-shaped and include a disk shapedtop portion 404 connected to a tubular shaft 406. A central aperture 408may run through the length (e.g., parallel to the x-axis) of the topportion 404 and the tubular shaft 406. The central aperture 408 may beof a suitable size and dimensions (e.g., circular with a diameter justlarger than the outer diameter of the rotor shaft 208) so that the rotorshaft 208 may inserted into the central aperture 408. As previouslydescribed, the rotor shaft 208 may be supported within the rotor 206 bythe bearings 214, 216. The output-end bearing 214 may be supported bythe output-end balance plate 220 at the output-end 230 of the rotorshaft 208. For example, the output-end bearing 214 may surround aportion of the tubular shaft 406 adjacent to the top portion 404 of theoutput-end balance plate 220, with the output-end 230 of the rotor shaft208 being partially housed within the tubular shaft 406 and the topportion 404. Thus, the outer diameter of the tubular shaft 406 may be ofsuitable dimensions where output-end bearing 214 may be slid onto thetubular shaft 406 and the two components functionally coupled.

The top portion 404 may include the recessed region 252 that surrounds aring shaped supporting face 412, with the central aperture 408 passingthrough the center opening of the supporting face 412. The supportingface 412, the recessed region 252, and a first groove 422 that surroundsthe recessed region 252 may all be concentric to the central aperture408. Similar to the plurality of supports 312 of the encoder-end balanceplate 224, the supporting face 412 may evenly distribute the clampingforce applied via the locking nut 228 across the second end 236 of theoutput-end balance plate 220 and the first end 222 of the laminationstack 210. Further, the size and dimensions of the first groove 422 maybe suitable for insertion of an O-ring. Thus, the first groove 422 mayseal the output-end balance plate 220 against the lamination stack 210via the inserted O-ring when the lamination stack 210 is clamped betweenthe balance plates 220, 224.

The top portion 404 also includes a region of additional material 430that surrounds the outer diameter of the first groove 422, with theregion of additional material 430 being ring shaped and concentric tothe central aperture 408. The region of additional material 430 maydefine the outer perimeter of the top portion 404 of the output-endbalance plate 220. The region of additional material 430 or portionsthereof may be removed as desired to adjust/enhance the dynamic balanceof the rotor 206.

The output-end balance plate 220 further includes a plurality of holes414 that pass through (e.g., along the x-axis) the supporting face 412and continue into a shell 428 comprising the tubular shaft 406 as shownin FIG. 4B. The plurality of holes 414 may be a series of evenly spacedapart adjacent holes that are drilled or otherwise suitably cut into theoutput-end balance plate 220. For example, the plurality of holes 414may include a first hole 416 that is adjacent to and spaced apart from asecond hole 418, a third hole 420 that is adjacent to and spaced apartfrom the second hole 418, and so on around a top surface 421 of thesupporting face 412.

Each hole of the plurality of holes 414 may be identical in shape anddimensions, with the shape and dimensions suitable so that the holes maytraverse the supporting face 412 and extend into a portion of tubularshaft 406 along the x-axis. For example, the first hole 416 may fullytraverse the supporting face 412 and terminate within the tubular shaft406 before coming into contact with the first end 234 of the output-endbalance plate 220. The plurality of holes 414 may terminate at or justbeyond a second groove 426 that surrounds the outer diameter of thetubular shaft 406. The second groove 426 may partially extend throughand terminate within each hole of the plurality of holes 414. Forexample, the second groove 426 may terminate halfway through the width(e.g., along the y-axis) of each hole of the plurality of holes 414.

A side surface 423 of the supporting face 412 may further include athird groove 424. The third groove 424 may surround the outer diameterof the supporting face 412 and partially traverse each hole of theplurality of holes 414 along the y-axis as shown in FIG. 4B. Forexample, the third groove 424 may extend through the side surface 423and terminate at a midpoint within each of hole of the plurality ofholes 414. Thus, pathways that connect to the recessed region 252 andextend through the output-end balance plate 220 are formed via coupledopenings of the second groove 426, the third groove 424, and theplurality of holes 414. Two pathways are illustrated in FIG. 4B thefirst pathway is indicated by the dashed arrows 254 (as also shown inFIG. 2A) and a second pathway is indicated by a series of dashed arrows432. For example, the first pathway indicated by the dashed arrows 254may begin within the recessed region 252, go through the side surface423 of the supporting face 412 and into the first hole 416 via the thirdgroove 424. The first pathway may then follow the length (e.g., alongthe x-axis) of the first hole 416 and end outside the shell 428 of thetubular shaft 406 at the second groove 426. Thus, the output-end balanceplate 220 may have multiple pathways, with one formed at each hole ofthe plurality of holes 414. The configurations of the output-end balanceplate 220 and the encoder-end balance plate 224 may be used to provideuniform cooling the motor as further described below.

Returning now to FIG. 2A, when the output-end balance plate 220 andencoder-end balance plate 224 are clamped to the lamination stack 210(e.g., via the lateral force applied by tightening the locking nut 228),the pathways within the output-end balance plate 220 may align with andconnect to the plurality of axial channels 262 within the laminationstack 210 via the recessed region 252. Further, the plurality of axialchannels 262 within the lamination stack 210 may align with and connectto the recessed region 248 of the encoder-end balance plate 224.Moreover, the recessed region 248 of the encoder-end balance plate 224may connect to the hollow portion of the rotor shaft 208 via a pluralityof holes 256 that perpendicularly traverse a shell 258 comprising therotor shaft 208. The plurality of holes 256 may be located within theportion of the rotor shaft 208 that is housed within the encoder-endbalance plate 224. Thus, a continuous pathway in which an oil or liquidcoolant may flow through the rotor 206 is formed between the balanceplates 220, 224, the lamination stack 210, and the rotor shaft 208.

For example, during motor use, a transmission oil pump 244 may pump anoil supply from the output-end 230 through the center of the rotatingrotor shaft 208 toward the encoder-end 232. In some examples, the oilsupply may come from a reservoir within the transmission. In someexamples, the oil supply may come from any suitable source such as theengine oil gallery. In some examples, the oil supply may be pumped intothe rotor shaft 208 by another pump. The oil may then flow from theencoder-end 232 of the rotor shaft 208 into the recessed region 248 ofthe encoder-end balance plate 224 via the plurality of holes 256, withthe encoder-end balance plate 224 serving to control the oil as it flowsradially outward from the center of the rotor shaft 208. The oilcontained within the recessed region 248 of the encoder-end balanceplate 224 may then flow into the plurality of axial channels 262 of thelamination stack 210 and back toward the output-end 230 of the rotorshaft 208 (e.g., the flow of the oil may be diverted 180 degrees fromthe direction it was pumped). The oil may then flow from the pluralityof axial channels 262 into the recessed region 252 of the output-endbalance plate 220. The oil may then flow from the recessed region 252through the third groove 424 of the output-end balance plate 220 andinto the plurality of holes 414 where it may exit via the second groove426 of the tubular shaft 406. The exiting oil may flow into thetransmission oil pump 244 where it may then be pumped back into theencoder-end 232 of the rotor shaft 208. An example of this pathwaythrough the fourth channel 270 of the lamination stack 210 is indicatedby a series of arrows 245.

Thus, the oil may continually and uniformly flow through rotor 206 whenthe motor is in use. As the oil is circulated through the rotor 206,generated heat may be transferred to the oil thereby cooling the motor.Further, by passing the oil through the plurality of axial channels 262,overall resistance between the oil and the lamination stack 210 may bereduced thereby increasing the effectiveness of cooling provided by theoil. Thus, uniform cooling may be provided by the cooling system 202without adding excessive weight to the motor. In some embodiments, theinner surface of plurality of axial channels 262 may be lined with aliner (e.g., a dielectric liner) so that another type of liquid coolant(e.g., water) may be employed by the cooling system 202. In someembodiments, a passive catch system rather than the transmission oilpump 244 may be used to maintain the continuous flow of the oil throughthe rotor 206.

FIG. 5 is a flowchart illustrating a method 500 for cooling laminationsof a rotor of an electric motor according to the embodiments of thepresent disclosure. Method 500 is described with respect to the systemand components described above with respect to FIG. 1 -4B but could alsobe carried out with other systems/components (e.g., an electric motor ofan electric vehicle, electric motors of machines) without departing fromthe scope of this disclosure. Method 500 may be carried out according toinstructions stored in non-transitory memory of a computing device suchas a central processing unit (CPU) or control system (e.g., controlsystem 122 of FIG. 1 ) of a vehicle.

At 502, method 500 may include feeding oil through the center of arotating rotor shaft of the electric motor via a pump or passive catchsystem. The pump or passive catch system may be within a transmission(e.g., transmission oil pump 244 of FIG. 2B) to which the rotor shaft isfunctionally coupled. The oil may be fed from the transmission into afirst end of the hollow rotor shaft where the oil flows toward a secondend of the rotor shaft. At 504, the oil may flow outward from the rotorshaft (e.g., via centrifugal force or pumping). The rotor shaft may becomprised of a shell that includes one or more passages adjacent to thesecond end of the rotor shaft. As the rotor shaft rotates, oil withinthe rotor shaft may flow out of the passages via centrifugal force. Forexample, the rotor shaft may include a plurality of perpendicular holes(e.g., plurality of holes 256 of FIG. 2A) that are adjacent to thesecond end and encompass the outer circumference of the rotor shaft.

At 506, the outward flowing oil may be directed toward axial holeswithin the rotor. The outward flowing oil may be directed toward theaxial holes of the rotor via a balance plate (e.g., encoder-end balanceplate 224 of FIGS. 2A, 3A, and 3B) integrally coupled to the second endof the rotor shaft, with the balance plate encompassing the regioncontaining the passages within the shell, and a lamination stack. Forexample, the balance plate may be substantially disk shaped and includea central aperture lined with an O-ring. The balance plate may furtherinclude at least one recessed region within a back face, with an O-ringlined groove surrounding the recessed region. The rotor shaft may beinserted into the central aperture at the back face, with a seal beingformed between the rotor shaft and the balance plate via the O-ring.Coupling of the rotor shaft to the balance plate may further secure theback face of the balance plate to the lamination stack (e.g., the backface of the balance plate and a first end of the lamination stack may bein face-sharing contact), with the O-ring lined groove surrounding therecessed region forming a seal between the lamination stack and thebalance plate. The lamination stack may include a plurality of axialholes that may be used for weight reduction of the rotor. The axialholes may align and connect with the recessed region of the balanceplate. Thus, as the oil flows outward from the passages within the shellof the rotor shaft, the oil may be collected within the recessed regionof the balance plate where it is directed into the axial holes of thelamination stack via centrifugal force of the rotor (e.g., the axialholes are the only connected openings to the recessed region that mayallow for the passive flow of the oil via centrifugal force as the oilis being actively pumped from the connected rotor shaft).

At 508, the oil may flow through the axial holes of the rotor. As therotor continues to rotate, the oil that has flowed from the recessedregion of the balance plate into the lamination stack may flow backtoward the first end of the rotor shaft and the transmission. At 510,the oil may be directed from the axial rotor holes to the pump orpassive catch system. The oil may flow outward from the axial holes ofthe lamination stack and into a second balance plate. The second balanceplate may be integrally coupled to the lamination stack and include arecessed region.

The recessed region of the second balance plate may be connected to aseries of holes that traverse the majority of the length of the balanceplate and terminate within a connected groove. When the lamination stackis coupled to the second balance plate, the axial holes may connect withthe recessed region so that oil may flow from the axial holes into therecessed region (e.g., transported by the positive pressure gradientresulting from the encoder-end balance plate, the outlet is radiallyoutward with respect to the inlet). Oil within the recessed region maythen be directed into the series of holes within the second balanceplate and toward the groove. Oil within the groove may then be directedout of the balance plate and into the transmission via centrifugalforce. After which, if the motor is still in use, method 500 may returnto 502. If the motor is no longer in use (e.g., the rotor is no longerbeing rotated), method 500 may end.

FIG. 1 -4B are shown approximately to scale, however other relativedimensions may be used.

FIG. 1 -4B show example configurations with relative positioning of thevarious components. If shown directly contacting each other, or directlycoupled, then such elements may be referred to as directly contacting ordirectly coupled, respectively, at least in one example. Similarly,elements shown contiguous or adjacent to one another may be contiguousor adjacent to each other, respectively, at least in one example. As anexample, components laying in face-sharing contact with each other maybe referred to as in face-sharing contact. As another example, elementspositioned apart from each other with only a space there-between and noother components may be referred to as such, in at least one example. Asyet another example, elements shown above/below one another, at oppositesides to one another, or to the left/right of one another may bereferred to as such, relative to one another. Further, as shown in thefigures, a topmost element or point of element may be referred to as a“top” of the component and a bottommost element or point of the elementmay be referred to as a “bottom” of the component, in at least oneexample. As used herein, top/bottom, upper/lower, above/below, may berelative to a vertical axis of the figures and used to describepositioning of elements of the figures relative to one another. As such,elements shown above other elements are positioned vertically above theother elements, in one example. As yet another example, shapes of theelements depicted within the figures may be referred to as having thoseshapes (e.g., such as being circular, straight, planar, curved, rounded,chamfered, angled, or the like). Further, elements shown intersectingone another may be referred to as intersecting elements or intersectingone another, in at least one example. Further still, an element shownwithin another element or shown outside of another element may bereferred as such, in one example.

In this way, uniform cooling of laminations of a rotor of an electricmotor may be achieved using oil. The oil may be pumped by a transmissionoil pump through a rotor shaft as the rotor shaft rotates where the oilis subsequently diverted to the axial holes of the rotor via a firstbalance plate and centrifugal force. The oil may then flow through therotor in a direction opposite to which it was pumped. The oil is broughtinto direct contact with the surface of the rotor laminations, therebyincreasing contact area and reducing overall thermal resistance anduniformly cooling the rotor. The oil is then passed through a secondbalance plate where it is diverted back to the transmission and may bepumped back into the rotor shaft for continuous cooling of the motor.

The cooling system may include an oil supply, with the oil supplyconfigured to flow oil through a closed-loop pathway, the closed-looppathway only including an interior passageway of the rotor shaft, one ormore passages and/or recesses of the encoder-end balance plate, one ormore weight-reduction channels of the lamination stack, and one or morepassages and/or recesses of the output-end balance plate. The oil supplymay only flow oil to the interior passageway, the interior passagewaymay only flow the oil to the one or more passages and/or recesses of theencoder-end balance plate, the one or more passages and/or recesses ofthe encoder-end balance plate may only flow the oil to the one or moreweight-reduction channels of the lamination stack, the one or moreweight-reduction channels of the lamination stack may only flow the oilto the one or more passages and/or recesses of the output-end balanceplate, and the one or more passages and/or recesses of the output-endbalance plate may only flow the oil to back to the oil supply. No otherpassages or channels may come into the closed-loop pathway. Theclosed-loop pathway may only receive oil from the oil supply. In someembodiments, the cooling system may include a coolant supply, with thecoolant supply configured to flow coolant through the closed-looppathway as described above. The closed-loop pathway may only receivecoolant from the coolant supply.

As used herein, an element or step recited in the singular and proceededwith the word “a” or “an” should be understood as not excluding pluralof said elements or steps, unless such exclusion is explicitly stated.Furthermore, references to “one embodiment” of the present invention arenot intended to be interpreted as excluding the existence of additionalembodiments that also incorporate the recited features. Moreover, unlessexplicitly stated to the contrary, embodiments “comprising,”“including,” or “having” an element or a plurality of elements having aparticular property may include additional such elements not having thatproperty. The terms “including” and “in which” are used as theplain-language equivalents of the respective terms “comprising” and“wherein.” Moreover, the terms “first,” “second,” and “third,” etc. areused merely as labels, and are not intended to impose numericalrequirements or a particular positional order on their objects.

This written description uses examples to disclose the invention,including the best mode, and also to enable a person of ordinary skillin the relevant art to practice the invention, including making andusing any devices or systems and performing any incorporated methods.The patentable scope of the invention is defined by the claims, and mayinclude other examples that occur to those of ordinary skill in the art.Such other examples are intended to be within the scope of the claims ifthey have structural elements that do not differ from the literallanguage of the claims, or if they include equivalent structuralelements with insubstantial differences from the literal languages ofthe claims.

1. A method for cooling an electric motor, comprising: feeding coolantthrough a center of a rotating rotor shaft; flowing coolant outward fromthe rotor shaft; directing the outward flowing coolant toward axialholes in a rotor; flowing coolant through the axial holes; and directingcoolant from the axial holes.
 2. The method of claim 1, wherein thecoolant is fed through the rotor shaft via a pump or passive catchsystem and the coolant flows out of the rotor shaft via one or morelateral holes in the rotor shaft.
 3. The method of claim 2, wherein thecoolant flowing through the one or more lateral holes in the rotor shaftis collected within a recessed region of an encoder-end balance platewhere the recessed region is coupled to the lateral holes of the rotorshaft and the axial holes of the rotor, the coolant within the recessedregion flowing to the axial holes of the rotor.
 4. The method of claim1, wherein the coolant flowing through the axial holes of the rotorflows into a recessed region of an output end balance plate coupled tothe rotor and the coolant within the recessed region flows into a pumpor passive catch system via one or more pathways within the output endbalance plate, the one or more pathways coupled to the recessed regionand the pump or the passive catch system.
 5. The method of claim 1,wherein a water glycol solution is used as the coolant and passedthrough the axial holes, an inner surface of the axial holes lined witha dielectric liner.
 6. The method of claim 1, wherein the electric motorincludes: an encoder-end balance plate including a central aperture thatis surrounded by a recessed region; and an output-end balance plateincluding a central aperture, a recessed region, grooves, a plurality ofholes, and a plurality of supports in contact with an end of alamination stack of the rotor.
 7. The method of claim 6, wherein theplurality of supports are symmetrically arranged about a centralaperture.
 8. The method of claim 1, wherein the steps of feeding,flowing, directing, flowing, and directing the coolant occur in aclosed-loop oil pathway that comprises: a hollow portion of the rotorshaft in which coolant is flowed from an output end of the rotor shafttowards an encoder end of the rotor shaft; the axial holes in the rotorshaft which are adjacent to the encoder end and fluidly connected to aplurality of inner pathways in an encoder-end balance plate; and aplurality of axial channels in a lamination stack of the rotor that arefluidly connected to a recessed region of the encoder-end balance plate.9. The method of claim 8, wherein the electric motor further comprisesan output-end bearing in contact with an output-end balancing plate. 10.The method of claim 8, wherein the plurality of axial channels in thelamination stack are positioned radially inward from stator endwindings.
 11. The method of claim 8, wherein the plurality of innerpathways are positioned radially inward from an output-end bearing. 12.The method of claim 1, further comprising feeding the coolant to thecenter of the rotor shaft from a pump.
 13. The method of claim 12,wherein the pump is a transmission pump.
 14. The method of claim 1,wherein directing the coolant from the axial holes includes directingthe coolant from the axial holes to a pump or a passive catch system.15. The method of claim 1, wherein the coolant is oil.